Tire chain and attachment means therefor



Fa 3 I H. TIRE CHAIN AND ATTACHMENT MEANS THEREFQR Filed Oct. 2, 1947 3 Sheets-Sheet l IINVENTOR. j i ileum fmkm A? TTOR/VEYS Jan, 3,, 31950 H. PREHN TIRE CHAIN AND ATTACHMENT MEANS THEREFOR Filed Oct. 2, 1947 3 Sheets-Sheet 2 3 W l W 5 Jan, 3, 3950 H. PREHN 2,493,2fi3

TIRE CHAIN AND ATTACHMENT MEANS THEREFOR Filed Oct. 2, 1947 3 sheets sheet 3 Patented Jan. 3, 1 950 :Arem OFFlCE ApblicationQOetobenZ, 1947,'Se1?ial-Np." 771,447

Glaims.

"This "invention :relates ito an improved antiskid attachment rfor vehicle wheels.

Modern automobile design {has developed the construction of :the fenders or mudguards to an extent wherein at the rear wheels particularly, the exterior side surfacerof the :wheel iscovered aimost to the 'hub "cap. Whatever "the aesthetic values of'such 'fender'design, 'it "has made the wheel almost inaccessible 'for the attachment .jof conventional tire chfiinsifand "the motorist Irequently'ioregoes the use ofgchains ehtirelyheaus of the extreme difil ulty 201i applyin them.

tItis "thereforelanpbiiect of'ithegpresent invention to provide anjimprovedtire'fihain and atta hment mean which fiacilitates th .eprzlilcaion and "r m val pf r1111 lcircumf rencc'itire chains to the wheels of vehicles.

It, is an .ohject of .the .inventicn to provide a tiremhainpand attachment .dev'ice Til! which the chaimmay be pnQp'erlyaffixedtoLthe wheel .withouttheanecessitytof jackineup thewheehorl'yihg beneath the vehicle tomanlpnlate the usual .insideilq kin 'links.

1'11; 15 .another object of the invention to protide an .antieskid ichain :for .vehicles .which may beapplied from a crouching positionin frontof the ,Vehicle wheel.

"ltisvanothenohject;of 'jthe-inventiontmprovide an anti-skid attachment for vehicle wheels .-in which during .the application to .-a .wheel rites unnecessary to roll or .move the .VGhlQIBg-iIleDlPdfiI tp complete the ,securement (about -.the ,iullpeiiphery of the .Wheel.

.ItLis another cbiect of .the-inventiomm pr vide a tire chain assembly for, a .vehicle wheel includ ing an attachment ring whichdmay' be tppened cp rmi l he ring to be passed to .the ..1tear.of the wheeL'anjcFhaving self-aligning locking means h ch will snap. int cl sed .nositionihehirid the h el" itheattachment, ring is closed.

th.erif atures and'advanta esi f ithisiinvention will'be apparent/from the, follewingjdetaliled description the eof and reterence to the .accomp nyi ie .Id aw n 'iin' which 'Figklis a sideelevation;looking irom the'in'side of-"the wheel, showing the"attachment, i ,j 1atched position. V

"Fig." 2 is :a 'front elevation of '1 the, Wheel, with the 'chain attached.

Fig. 3 is a side elevationbf 'theattachment ring in full open position --preparatory to being closed about -the inside of the wheel, the cross chains having been eliminated to emphasizethe structure :of the attachment -ring;

-Fig. -4 is a side elevation lookingtow-ard the wheel from the front showing the chain-after the attachment thereof;

Fig.5 is a plan view looking in'the direction of the arrows 5- 5 of ;Fig. *3;

*Fig. 6 is "a section--taken through the -upper pivot on lines iit-o'f 'Fig. 1;;

'Figx'l is a-vertical elevation, in sectionytaken onlines 'l'-'|'-of Figk-B';

"Figf8is-a-sectiontaken onlines 8-- 8 of Figx'l FigsQis atop planview-of the attachment ring latch in closed position;

=Figi10-is afrontelevation'of said latch;

"Fig. ll' 'isa partial-vertical,elevation of a second-form of the "invention and -1-2'is a plan sectiontaken on'ilines 12-1-2 ofgFig. 11.

Referring now "tOFig. "1, a preferred embodiment of "the invention includes an attachment ring'lfl composed of rigid, pivotally interconnected sectors which maybe closed toaradius approximately equal to the radius from the hub to*the center of;the tire, and may be opened ,into arcuate shape having a radius greater than ,the full tireradius. Iosaidsectors are attached the ends of cross chains H which atthefront ofthe wheel afiiix to ,a conventional circumferential tie chain IZ. It will Joe noted that the lowermost cross chainsiare disposed-sufficiently on each side of the vertical center line to ,clear the flattened area of,road .contact. of;.a properly infiatedtireQ aligns,,as .later described. Adjacent their upper pivot points, sectors l5 [and i6 pivotally carry guide levers .178" andIZD which are pivotally securedhy az stud .cr rivet 2 l 1-which passes slidably through an elongated {slot .22 provided at the center, .of .the. sector 1,4. ,Asisapparent fromgFigs.

6 and '7, the levers l8 and 20 are separated from the sector I6 by a spacer 23 so that the ends of the upper cross chains may be attached to sector It without interference with free movement of said levers.

At their lower end, levers I8 and are respectively pivotally attached to the sectors I5 and IS at pivots 24 and 25, the locations thereof being uniformly beneath and uniformly offset inwardly from the pivot points 26 and 21 at which the said sectors I5 and [6 connect with the sector I 4. The length of slot 22 and the levers I8 and 26 permit the ring to be opened to form an are having a radius greater than that of the tire T, as shown in Fig. 3. The spacing and inward ofiset of the said. pivot points 24, is related to the length of the slot 22 so that, (see Fig. 3) when the attachment ring is opened to its maximum as determined by the length of said slot 22, the pivots 24 and 25 do not overthrow with respect to the pivots 26 and 2'1. Such construction avoids any toggle action which might make it difficult to close the ring after it had been fully opened.

Levers I8 and 20 are of the same length, and because neither can move independently along slot 22, they insure that the lower ends of sectors I5 and I6 will come together in the proper horizontal alignment for securement by lock I1, as presently described.

In the embodiment of Figs. 11 and 12, the central sector l4 has a pair of slots 22a and 22b within which are guided the ends of levers I8 and 20' said levers being pivotally attached to sectors I5 and I6 as previously shown and described. Although this construction permits the sectors I5 and I6 to be individually, rather than conjointly, moved, such movement will be controlled or guided to bring their free ends into proper alignment for latching. Although slots are preferred because of ease of manufacture, the ends of the respective levers may be guided in channels or equivalent.

Referring now to Figs. 9 and 0, the lock I1 includes a plate 28 riveted to the offset lower end of the sector I5 and supporting by means of upper and lower spacers 30, 3I respectively, an

outer plate 32. The said plates 28 and 32 are outwardly flared at their ends to form the mouth portion as indicated in Fig. 9. Spacers 30 and 31 allow the end of the sector I6 to pass freely between the plates 28 and 32. Pivotally carried as by a pin 33 extending through the plates 28 and 32 and the lower spacer 3| is a latch comprising arms 34, 35 and a rigid cross bar 36. One or more springs 39 urge the latch counter-clockwise ofFig. 10. A vertical end wall 3'1 limits clockwise movement of the latch. The upper edge of sector I6 has one or more sloping notches 38 within which the bar 36 seats when the latch is in home position. When the latch is seated, no force insufiicient to shear the bar 36 will cause sectors I5 and I6 to separate. Under the influence of centrifugal force created by rotation of the wheel under high-speed driving conditions, latch arms 34, 35 tend to rotate counterclockwise of Fig. 10 to seat bar 36 more securely to a tire, the operator assumes a crouching position in front of the wheel, grasps the sectors I5 and I6 at a location intermediate the ends thereof and opens the ring to the arcuate shape shown ill 4 in Fig. 3. The cross chains and the front peripheral chain I2 are therefore between the operator and the ring ID, the lock link M of said chain being, of course, open at this point.

The operator then inserts the upper edge of the ring beneath the fender and moves it upwardly to a position where it clears the tire. It may then be pushed rearwardly and downwardly to a position behind the tire. The respective cross chains will, at this stage, be extending across the tread of the tire in approximately their final position. The front securement chain hangs limp. The operator then moves the sectors I5 and I6 toward each other and because of the control exercised by levers I8 and 20, or levers I8 and 20 of the second embodiment, the latch end of sector I5 and the free end of sector I6 will approach each other in proper alignment for the end of the sector I6 to enter between the latch plates 28 and 32 and above the lower spacer 3I. The offset relationship of the respective sectors to each other, and the inherent rigidity of the unit, are such that sector I6 comes uniformly to latching position, and the operation need only bring the sectors I5 and I6 toward each other to cause sector I6 to enter the latch. The cross bar36 will drop into position in one or the other of the notches 38 according to the size of the tire. The operator need then only pick up the loose ends of the front chain and snap said ends together with the conventional latching link. Elastic spreaders or equalizers (not shown) may be used, although actual road tests indicate that they are unnecessary.

It will be noted from Fig. 1 that there is a symmetry of the sectors and levers comprising the attaching ring II]. The weight of the latch I1 and that of levers I8 and 20 and the respective pivots counterbalance sufiiciently to prevent any material unbalance of the wheels.

, For opening the lock I1, there is provided a light chain 42 secured to latch arm 34 and sector I 5.

In removing the assembly, it is desirable that the latch I! be at the bottom of the wheel. The operator then unlatches chain link 4I' and grasps sectors I5 and I6, catching chain 42 with the fingers as he does so to press on said chain. This rotates the latching arm clockwise and disengages the bar 36 thereof from the notch 38, whereupon the sectors I5 and I6 are spread into the Fig. 3 position. The ring is then lifted upwardly and forwardly over the tire, and then downwardly under the fender skirt for complete removal.

The attachment ring ID will remain closed even during a puncture or blowout, because the structure will be displaced relative to the tire and springs 39 will hold the latch arm in sealed position. Momentary road shock against latch I! will be taken up by the rigid separator plate 3|. It will be observed that there is insufiicient.

clearance between the top of said plate and the bottom of plate I6 to permit the latch arm, from driving upwardly sufficient to disengage.

from the notch. If the pivot 2I should strike the road, the resultant outward thrust on levers.

I8 and 26 will be transmitted to sectors I5 and I6, and will be effectively restrained by the lock.

without departing from the spirit of the invention as defined by the claims.

emer es;

, I .claim a 1. An anti-skid chain for vehicle wheelsiciner cludina;;a-.=.plura;lity of pivotally interconnected rigid sectors which-may. -.be .opened, into an are having a radius greater than the radius of the tire whereby a interaconnectede sectors .may:. be

passed rearwardly over said tirectmal position at.

the rear walhthereof; two .oi. said.sectors having cooperating locking means at their free ends to permitzsaid ends to be inteneconnectedgi'leverz means. pivotally, connectedto each othernand to said :last namedsectors:forcontrolling the mover-L ment thereof,- to. bring .the freelends of said.sectors into alignment for securement by said locking means; cross chains secured to the respective sectors for disposition cross-wise of the tread of the tire; and means for securing the free ends of said cross chains.

2. An anti-skid chain for a vehicle wheel, comprising a central sector to the respective ends of which are pivotally attached sectors of substantially equal length, said sectors being adapted collectively to form a closed ring having a radius less than the radius of the outer rim of said wheel, or to be opened into arcuate shape having a radius substantially greater than said wheel; lever means pivotally inter-connected to each other and to the respective second named sectors, said lever means being guided for movement by said central sector and controlling movement of said other sectors to bring the free ends thereof into alignment when said sectors are moved to ring forming position; cooperating latch means at the free ends of said second named sectors to releasably secure the same in ring forming position; cross chains extending from said sectors to pass across the rim of said Wheels; and a tie chain secured to the free ends of said cross chains for holding same in said cross-rim position.

3. An anti-skid chain for vehicle wheels, comprising a central sector having a radial slot intermediate its ends; sectors pivotally attached to said central sector at the respective ends thereof, said sectors being collectively adapted to be closed into ring formation having a radius less than the maximum radius of said wheel or to be opened into arcuate formation having a radius substantially greater than the radius of said wheel; cooperating latching means at the free end of said second-named sectors to releasably secure the same in ring forming position; guide levers pivotally attached at one end to each of said secondnarned sectors and pivotally connected at their other ends by means in slidable engagement with said slot, whereby said levers permit only controlled conjoint movement of said second named sectors; cross chains secured to the respective sectors for extension across the rim of said wheel; and a tie chain secured to the free ends of said cross chains to maintain the cross-rim position thereof.

4. An anti-skid chain for vehicle wheels, comprising a central sector; sectors pivotally attached to the ends of said central sector, said sectors being collectively adapted to be closed to a ring formation having a radius less than the radius of said wheel or to be opened to form an are having a radius greater than that of said wheel; cooperating latching means at the ends of said second named sectors to releasably hold the same in ring forming position; means for controlling movement of said second named sectors to bring the ends thereof into aligned position for latching the same, said means including a lever pivotally attached to each of said second means for slidablyrsecuring the opposite -ends of-?. said levers tmsaid. centrallsector for guided movementrelative thereto ;a cross: chains aflixed .to-said:

sectors for: passage across the :rim' of I said wheel and .a circuitous...-flexible emember: affi'xed tothe free. ends.ofzsaidicrossachains:foramaintaining the same:insaidacrosssrimpositiom 5;; An, v.antiz-skid zdevice for vehicle whee'ls in eluding: anattachmentvstructure comprising a plurality :of pivotally inter-connected rigid-sectors which:mayrbew .openeddnt'o an arcuate shapehay--- ingla radiusegreatern-than'lthe radius of said wheel; or closed to ring formation having a radius less than the radius of said wheel, two of said sectors having cooperating latching means for securement thereof when said structure is in ring formation; and means for aligning the free ends of said sectors for latching engagement thereof, said means including a lever pivotally attached to each of said two sectors and slidably secured to another of said plurality of sectors, said levers being of equal length and symmetrically disposed with respect to each other.

6. An anti-skid device for vehicle wheels, including an attachment structure including a central sector and other sectors pivotally attached thereto and depending therefrom, said sectors being arranged to be opened into an arcuate shape having a radius greater than the radius of the wheel and to be closed into a ring formation having a radius less than that of the wheel, said depending sectors being rotatable toward each other during said ring-forming operation and having cooperating latching means for releasable securement; and means for controlling movement of said dependent sectors with respect to each other to bring the ends thereof into alignment for such latching operation, said means including rigid links pivotally attached to each of said depending sectors and to said central sector, said links being of equal length and symmetrically disposed with respect to each other, the point of pivotal attachment of said levers to said depending sectors being beneath and displaced inwardly of the points of attachment of said sectors with said central sector.

'7. An anti-skid device for vehicle wheels, including an attachment structure including a central sector and other sectors pivotally attached thereto and depending therefrom, said sectors collectively being arranged to open into arcuate shape having a radius greater than the radius of the wheel and closable into ring formation, having a radius less than that of the wheel, the free ends of said depending structure being brought together during said ring forming operation; and meansf or automatically aligning said free ends, said means including a guideway formed in said central sector, rigid links pivotally attached to each of said depending sectors and slidably engaging With the guideway formed in said central sector, the point of pivotal attachment of said links with said depending sectors being uniformly below and uniformly inwardly offset from the points of said sectors with said central sector, the movement of said links Within said guideway being insufiicient to permit the said points of attachment of said links with said sectors from being overthrown relative to the points of attachment of said depending sectors with said central sector.

8. An anti-skid chain for vehicle wheels, including a support structure comprising a plus raiity of pivotally interconnected rigid sectors which may be opened to an extent suflicient to permit said structure to pass rearwardly over the vehicle tire to a position at the rear wall thereof, two of said sectors having cooperating locking means whereby they may be secured one to the other; a linkage pivotally connected to each of said two last-named sectors and to a common third sector for constraining the ends of each of said sectors to move in arcuate paths which meet at a predetermined point, whereby the locking means on said sectors will always be brought into mutual registry; a flexible tie chain, and cross chains for extending across said tire between said tie chain and said attachment structure.

HENRI PREHN.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS 10 Number Name Date 1,511,685 s iro Oct. 14, 1924 2,326,618 Carlson et a1. Aug. 10, 1943 2,328,808 Holtz Sept. 7, 1943 

